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WestWind Airlines Airbus A330-200

Flightcrew Operations Manual Version 2006.01

©May 2006 WestWind Airlines NOT FOR REAL WORLD USE

SECTION: 1 GENERAL

Page 1-1

Forward: Congratulations Captain on your promotion to Category 4 and welcome to the Airbus Industries A330-200. The following information is based on Airbus source documentation, realworld pilot training guides, and reference material based on the Flightcraft™ A330-200 when used with the Eric Marciano Airbus 330 panel. This setup provides for a very realistic setup for freeware A330 operations. Due to the limitations of Microsoft Flight Simulator version 9 in simulating advanced transport category aircraft, this manual will provide only a basic guide to the systems in the A330. In some cases we will go deeper into the systems than the simulation will allow for giving our pilots a general understanding of A330 operations. In other cases we will completely ignore systems. It is hoped that we will provide the right amount of information for your tastes. While attention to detail was maintained the author did not have access to a real A330 FCOM. Thus information was based on the best available data that could be mined off the internet and available for free. One of the first things you will notice about the A330 is its dedication and redundancy to automatic flight systems. The aircraft has fully integrated systems of FADEC and computerized flight controls. They are mixed through multiple computers to provide predictive flight path optimization. The reality is even with Eric’s excellent panel this is much more than FS9 is capable of simulating. Manual flight is a rarity in this airplane. Managing the multitude of systems is the Captains primary job. It is ashamed that this must be stated as any real world pilot will quickly identify that this is not a FOM for use in the real airplane, however for those few who are still abound: This Documentation is NOT FOR USE IN A REAL AIRCRAFT. If you are an operator of an A330 please stop now and refer to Airbus or your Airline specific published information. This document is NOT meant to supplement real world documentation and is for hobby use only. While much of this information has been taken from other sources, a bibliography of such is at the end of this document; the arrangement, notes, look and feel of this document is © 2006 WestWind Airlines. All rights are reserved. The educational “fair use” is withheld by the authors. You may contact the author at www.flywestwind.com and send a message to the President / CEO requesting specific use of this material. This document may not be loaded onto any webserver other than www.flywestwind.com. Referencing by web search engines and archival is authorized so long as the document is not removed from the web source supporting it.

SECTION: 1 GENERAL

Page 1-2

Performance Specifications: Aircraft Dimensions Overall Length 192 ft. 12 in Height 57 ft. 1 in. Fuselage Diameter 18 ft. 6 in. Maximum Cabin Width 17 ft. 4 in. Cabin Length 147 ft. 8 in. Wingspan (geometric) 197 ft. 10 in. Wheelbase 72 ft. 10 in. Basic Operating Data Engines RR Trent 700 Engine Trust 71,000 lbs Passenger Seating 253 (in three classes) Range (w/max. passengers) 6,750 nm Max Operating Mach Number 0.86 Mo. Design Weights Maximum Ramp Weight 515,700 lbs Maximum Takeoff Weight 507,000 lbs Maximum Landing Weight 396,800 lbs Maximum Zero Fuel Weight 370,400 lbs Maximum Fuel Capacity 36,765 US Gallons Maximum Structural Payload 109,100 lbs Maximum Cargo Payload 80,200 lbs 1 Introduction This manual consists of 9 sections and contains the material required to be furnished to pilots by FAR Part 121. It also provides supplemental information provided by WestWind Airlines. Descriptive Data Engine:2 Number of Engines: Two Engine Manufacture: Rolls-Royce Engine Model Number: Trent 772B Engine Type: Turbofan SLS, ISA, flat-rated to 37°C/99°F Thrust: 71,100lb Bypass ratio: 5.0 Inlet massflow: 2030lb/sec

SECTION: 1 GENERAL

Page 1-3

Fan diameter 97.4in Length: 154in Stages: Fan, 8 IPC, 6 HPC, 1 HPT, 1 IPT, 4 LPT Fuel: Approved Fuel Grades JET A JET A1 JET B Fuel Capacity: Outer Tanks Inner Tanks Center Tank Trim Tank Total A330-200 1,928 22,190 11,002 1,645 36,765

SECTION: 2 LIMITS

Page 2-1

A330 Limitations3 Weight Limits Max Takeoff 507,000 lbs. Max Landing 407,800 lbs. Crosswind / Max Alt Max 90° crosswind component (including gusts) for takeoff and landing 29 knots Max 90° crosswind component (including gusts) for CAT II/III approaches10 knots Limiting tailwind component for takeoff and landing 10 knots Max operating altitude 41,000 feet Speed Limits Max operating airspeed (VMO) 330KIAS S.L. to 30,000 feet Max operating mach (MMO) .86M Above 30,000 feet Max gear Extension speed (VLO) 250 KIAS/ .55M Retraction Speed (VLO) 250 KIAS/ .55M Extended speed (VLE) 250 KIAS/ .55M Turbulence penetration speeds At or above 20,000 feet 260 KIAS/ .78M Below 20,000 feet 240 KIAS

Max Flap/Slat Extended Speeds (VFE) Position VFE 1 240 KIAS 1+F 215 KIAS 2 196 KIAS 3 186 KIAS Full 180 KIAS

Ice & Rain Protection Engine Anti-Ice must be on when: Icing Conditions exist on the ground & for Takeoff when OAT ≤ 10°C (50°F) or below Icing Conditions exist in-flight when TAT ≤ 10°C (50°F) or below Use of wing anti-ice on the ground is prohibited. Fuel Total Usable Fuel tank Quantity 238,973 lbs. (6.5 lbs per gallon fuel density) Maximum allowable fuel imbalance 1,000 lbs.

SECTION: 2 LIMITS

Page 2-2

between the left and right wing tanks Landing Gear Max landing gear extension altitude 21,000 feet Flight Controls Max operating altitude with slats or slats and flaps extended 20,000 feet Autopilot / Autoland Min Altitude − After T/O if SRS is Indicated 100 feet AGL Max wind for Automatic Approach, Landing and Roll Out Headwind 30 knots Tailwind 10 knots Cross wind other than CAT II/III 20 knots Minimum Crew Minimum crew for the A330 is two pilots and 8 flight attendants Minimum Equipment List Deleted

SECTION: 3 EMERGENCY PROCEDURES

Page 3-1

Aircraft Systems This section describes the aircraft systems emergencies that may reasonably be expected to occur and presents the procedures to be followed. Emergency procedures are given in checklist form when applicable. A condensed version of these procedures is in the Operator's and Crewmember's Checklist, Emergency operations of avionics equipment are covered when appropriate in Section 9 and are repeated in this section only as safety of flight is affected. Immediate Action Emergency Checks Immediate action emergency items are underlined for your reference and shall be committed to memory. During an emergency, the checklist will be called for to verify the memory steps performed and to assist in completing any additional emergency procedures.

NOTE The urgency of certain emergencies requires immediate action by the pilot. The most important single consideration is aircraft control. All procedures are subordinate to this requirement. Reset MASTER CAUTION after each malfunction to allow systems to respond to subsequent malfunctions. Definition of Landing Terms The term LANDING IMMEDIATELY is defined as executing a landing without delay. (The primary consideration is to assure the survival of occupants.) The term LAND AS SOON AS POSSIBLE is defined as executing a landing to the nearest suitable landing area without delay. The term LAND AS SOON AS PRACTICABLE is defined as executing a landing to the nearest suitable airfield. Emergency Entrance The A330-200 is equipped with three pairs of Type A (full size door) emergency exits with inflatable emergency exit slides and one Type I (over wing) exit also equipped with an emergency slide. The hatches may be released by pulling on its flush-mounted, pull-out handle, placarded EMERGENCY EXIT-PULL HANDLE TO RELEASE. The hatches are of the hinged swing door type. After the latches are released, the hatch may be pulled out. Engine Malfunctions


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a. Flight Characteristics under Partial Power Conditions. At ISA conditions the Flightcraft A330-200 displayed minimal unusual flight characteristics during single-engine operation as long as airspeed is maintained at or above V2. The capability of the aircraft to climb or maintain level flight depends on configuration, gross weight, altitude, and free air temperature. Performance and control will improve by retracting the landing gear and flaps, and establishing the appropriate single-engine best rate-of-climb speed (Vyse). The aircraft did require authoritative application of rudder into the operating engine and establishing 3 to 5˚ of bank into the operating engine. Attempting to turn into the operating engine was difficult and the rate of turn is 2 to 3 times that of turning into the inoperative engine. On an engine failure after V1 raising the flaps from 1+F to 1 has been determined to allow for acceleration from VR to V2 when operating at or near MTOW. During summer operations at KDEN it was deemed that the A330-200 does not have sufficient thrust during single-engine to allow for positive climb performance after take-off. The Captain should take this into consideration and unload as required. b. Engine Malfunction During and After Takeoff. The action to be taken in the event of an engine malfunction during takeoff depends on whether or not takeoff decision speed (V1) has been attained. c. Engine Malfunction before V1 (Rejected Takeoff). If an engine fails and the aircraft has not accelerated to takeoff decision speed (V1), retard power levers immediately to IDLE and stop the aircraft with brakes and reverse thrust. Perform the following: 1. Throttles – IDLE / REVERSE (As Required). 2. Braking – Maximum. 3. Stick – Forward Pressure 4. SPOILERS – Confirm Deployed. 5. Clear the runway. 6. Perform after landing checklist.

WARNING Do not allow ground personnel to approach the main landing gear until break temperatures cool below 740˚ C. Tire temperatures in excess of 740˚ C may cause the thermal plugs to rapidly exit the tires creating a projectile hazard.

CAUTION After the aircraft comes to a complete stop do not continue to apply breaks and do not set the parking breaks. Have ground personnel chock the nose wheel only. Continued application of breaks after a rejected take-off may cause the breaks to thermally weld.


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Rejected Takeoff

Capt FO “REJECT” • Retard thrust levers to IDLE • Use maximum braking and select and maintain

maximum reverse thrust until it can be assured the aircraft can stop on the runway1

• Maintain slight forward pressure on the sidestick

• Verify REV green on ECAM

“TWO (ONE, NO) REVERSE” • Monitor autobrakes

“NO AUTOBRAKES”, if applicable • Monitor deceleration throughout reject • Notify tower, when able • Notify passengers to remain seated,

when able “80 KNOTS” “60 KNOTS”

1 If loss of brakes occurs, accomplish Loss of Braking procedure

LOSS OF BRAKING

• IF AUTOBRAKE SELECTED:

1. BRAKE PEDALS PRESS

• IF NO BRAKING AVAILABLE: 2. REV MAX 3. BRAKE PEDALS - RELEASE

Brake pedals should be released when the A/SKID & N/W STRG selector is switched OFF, since pedal force produces more braking action in alternate mode than in normal mode.

4. A/SKID & N/W STRG - OFF 5. BRAKE PEDALS - PRESS

Apply brakes with care since initial pedal force or displacement produces more braking action in alternate mode than in normal mode.

6. MAX BRK PR - 1000 PSI Monitor brake pressure on BRAKES PRESS indicator. Limit brake pressure to approximately 1000 psi and at low ground speed adjust brake pressure as required.

• IF STILL NO BRAKING:

7. PARKING BRAKE – SHORT AND SUCCESSIVE APPLICATION Use short and successive brake applications to stop the aircraft. Brake onset asymmetry may be felt at each parking brake application. If possible delay use of parking brake until low speed to reduce the risk of tire burst and lateral control difficulties.

CAUTION: Autobrakes will not activate below 72 knots.


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d Engine Malfunction After V1. If an engine fails after V1, continue acceleration to Vr, rotate normally to the pitch attitude for single engine climbout, at positive rate retract the gear, climb out at V2. Continue climbing to engine failure cleanup altitude 1,000’ AGL (or obstacle clearance altitude if higher). 1. Power - TOGA. 2. VR – Rotate. 3. GEAR – UP. 4. Airspeed – Maintain (minimum V2). 5. Engine cleanup – Perform (after 1,000’ AGL).

NOTE Holding three to five degrees bank (half ball width) towards the operating engine will assist in maintaining directional control and improving aircraft performance.

Engine Failure at or Above V1 Trigger PF PM

• Pilot first noting Engine Failure “ENGINE FAILURE”

Engine Failure

“TOGA”, if desired • Advance thrust levers to

TOGA, if desired

• Ensure thrust levers at

TOGA, if requested

“TOGA SET”, if requested

VR • Rotate to F/D

commanded attitude

“ROTATE”

After liftoff • Verify positive rate of

climb “GEAR UP”

• Maintain F/D commanded attitude

“POSITIVE RATE” “GEAR UP”

• Position gear lever UP • Disarm spoilers • Monitor speed and

altitude • Comply with airport specific “Engine Failure - Takeoff”

procedure (if published), otherwise fly runway heading At or above 1000’ RA (or altitude as specified on published “Engine Failure – Takeoff” procedure)

• Select/request HEADING or engage NAV for EO SID, as appropriate

• Select runway heading,

engine failure heading, or NAV, if requested

• Advise ATC, when able Climbing through engine-out acceleration altitude

• Push V/S knob or request “VERTICAL SPEED ZERO”

• Push V/S knob, if

vertical speed zero requested

• Verify V/S 0

F speed • Check airspeed


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(only displayed when FLAPS 2 or 3 were used for takeoff)

“FLAPS 1”, if appropriate • Check airspeed “FLAPS 1”, if requested

Select FLAPS 1, if requested

S speed Check airspeed “FLAPS UP”

Monitor acceleration to green dot speed

Check airspeed

“FLAPS UP” Select FLAPS 0

Continue climb, if desired Maintain green dot speed Select MCT

Green dot speed (VFTO)

Accomplish ECAM Non-normal Checklist Accomplish After Takeoff Checklist

g. Engine Malfunction during Flight. If an engine malfunctions during cruise flight, maintain control of the aircraft while maintaining heading or turn as required. Add power as required to keep airspeed from decaying excessively and to maintain altitude. If one engine malfunctions during flight, perform the following: 1. Autopilot - Disengage. The FS9 autopilot for the A330 is unable to maintain coordinated flight during single engine operations. 2. Throttles – As required (Set for single-engine cruise). 3. Engine cleanup - Perform. If engine fire, damage or separation: 4. Throttle Lever (Inoperative Engine) - IDLE If fire warning PERSISTS or SEVERE DAMAGE 5. Fuel Control – FUEL CUTOFF 6. Engine Fire Switch - Actuate If Fire Warning still persists after 30 sec: 7. DISCHARGE other agent h. Engine Malfunction During Final Approach. If an engine malfunctions during final approach (after LANDING CHECK) continue the approach using the following procedure: 1. Throttles - As required 2. GEAR – Confirmed DOWN. i. Loss of Pressurization above 12,500’ / Smoke and fumes in the cockpit or cabin. Should the cabin altimeter read 12,500’ or higher the automated system will display a caution advisory to the crew and automatically deploy the passenger oxygen masks. The following procedures shall be followed: 1. Oxygen – 100% and on (Capt / FO / FA)


Page 3-6

2. Emergency descent checklist – Perform For smoke and fumes 3. When at safe altitude – Cabin DUMP j. Emergency Descent. Emergency descent is used to rapidly bring the aircraft from a cruise altitude to below an altitude in which the partial pressure of oxygen is, generally 12,500’. Descent to or below 12,500’ cabin altitude may not be practical in all cases and the crew will have to consider such items as mountainous terrain, fuel requirements to contingency airfield, and mechanical condition of the aircraft prior to descending. The crew will need to plan 3,000’ to 4,000’ before reaching level off altitude by arresting rate of descent and raising flaps while retracting spoilers to make a smooth transition from emergency descent to cruise. The following procedure shall be followed: 1. Throttles - IDLE 2. Spoilers – DEPLOY 3. Flaps – Lower on schedule 4. Airspeed – 180 KIAS Maximum


Page 3-7

Windshear Recovery Maneuver

In some cases, barometric instruments (altimeter/VSI) can indicate a climb even though the aircraft is descending toward the terrain or the terrain is rising. In all cases it is critical to callout the trend (i.e. “Descending”, “Climbing”) as determined from the Radio Altimeter. The Barometric Altimeter and VSI are supporting instruments.

PF PM Recovery

“WINDSHEAR TOGA” Simultaneously: THRUST

• THRUST - TOGA ROLL

• Roll wings level, unless terrain is a factor, in order to maximize aircraft performance

PITCH • If on takeoff roll, rotate no later than

2,000 feet of runway remaining • Rotate at a normal takeoff rotation rate

(2-3°/sec) to SRS commanded attitude (including full back sidestick), or …

• If SRS not available, use 17.5° with full back sidestick, if required

• Utilize autopilot if engaged, but be aware that automatic disengagement may occur if alpha > alpha prot

• Verify all actions have been completed and coordinate with PF to accomplish omitted items

• ATTITUDE/AIRSPEED/ALTITUDE – MONITOR

• RADIO ALTITUDE – MONITOR

Call out information on flight path (e.g., “300 FEET DESCENDING, 400 FEET CLIMBING”

Configuration • Verify speedbrakes retracted • Do not alter gear/flap configuration until

terrain clearance is assured

• Verify all actions have been completed and coordinated with PF to accomplish omitted items

After Windshear Recovery • Resume normal flight • Retract gear/flaps as required

• Issue PIREP to ATC

EGPWS Warning Escape Maneuver Step PF PM

THRUST

“TOGA”

• Set TOGA thrust 1 Accomplished Simultaneously

PITCH • Autopilot – disconnect • Roll wings level • Rotate to full back sidestick

2

CONFIGURATION • Verify speedbrakes are in • Do not alter gear/flap configuration

until terrain clearance is assured

• Verify all actions have

been completed and call out any omissions

• Monitor radio altimeter and call out information on flight path (e.g., “300 FEET DESCENDING, 400 FEET CLIMBING”

• Call out the safe altitude

(e.g., “MSA IS 3,400 FEET”)


Page 3-8

3 • Climb to safe altitude

4 AFTER EGPWS RECOVERY

• Resume normal flight

• Advise ATC

Stall Recovery

Step PF PM THRUST “TOGA”

• Set TOGA thrust 1 Accomplished Simultaneously PITCH

• Autopilot – disconnect • Reduce pitch attitude • Roll wings level

2

CONFIGURATION • Verify speedbrakes are in • If below 20,000’ and in clean

configuration, Select FLAPS 1 • If above 20,000’ or not in clean

configuration, do not alter gear/flap configuration until terrain clearance is assured

3 • Climb to safe altitude

4 AFTER STALL RECOVERY

• Resume normal flight

• Verify all actions have

been completed and call out any omissions

TCAS WARNINGS Avoid excessive maneuvers while aiming to keep the vertical speed outside the red area of the VSI and within the green area (if applicable). If necessary, use the full speed range between Alpha max and Vmax. Resolution Advisories are inhibited below 900 ft.

Trigger PF PM Traffic Advisory - All

“TRAFFIC, TRAFFIC” Announcement

• Do not maneuver based on TA alone.

• Attempt to see the reported traffic1

Preventative Resolution Advisory - All

“MONITOR VERTICAL SPEED” Announcement

• Maintain or adjust the vertical speed as required to avoid the red area of the vertical speed scale

• Notify ATC

• Attempt to see reported traffic.1

Corrective Resolution Advisory - All

RA (See Announcement list below)

• Respond promptly and smoothly to an RA.

• AUTOPILOT – OFF • “FLIGHT DIRECTORS -

OFF” • Adjust the vertical speed

as required to remain within the green area of the vertical speed scale.

• Respect the stall, GPWS, or Windshear warning.

• Select both FDs OFF • Notify ATC • Verify all actions have

been completed and coordinate with PF to accomplish omitted items.


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• Attempt to see reported traffic.1

Corrective Resolution Advisory - Approach “CLIMB” or “INCREASE

CLIMB” Announcement

• Go Around - Execute • Notify ATC

Clear of Conflict Advisory - All • Expeditiously return to

the previously assigned ATC clearance when the traffic conflict is resolved and resume normal navigation.

“CLEAR OF CONFLICT”

• AP and/or FD can be reengaged as desired. Note 1: The traffic acquired visually may not be the same traffic causing the RA. When an RA occurs, the PF should respond immediately to RA displays and maneuver as indicated, unless doing so would jeopardize the safe operation of the flight or the flight crew can assure separation with help of definitive visual acquisition of the aircraft causing the RA.

Corrective Resolution Advisories Announcements (RAs) RA Category TCAS II Version 7

Climb “CLIMB, CLIMB” Descend “DESCEND, DESCEND” Altitude Crossing Climb “CLIMB, CROSSING CLIMB” (twice) Altitude Crossing Descend “DESCEND, CROSSING DESCEND” (twice) Reduce Climb “ADJUST VERTICAL SPEED, ADJUST” Reduce Decent “ADJUST VERTICAL SPEED, ADJUST” RA Reversal to a Descend RA “CLIMB, CLIMB NOW” (twice) Increase Climb “INCREASE CLIMB” (twice) Increase Descent “INCREASE DESCENT” (twice) Maintain Rate “MAINTAIN VERTICAL SPEED, MAINTAIN” Altitude Crossing, Maintain Rate (Climb and Descend)

“MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN”

Weakening of Initial RA “ADJUST VERTICAL SPEED, ADJUST” Note: If an initial RA is changed to a less aggressive advisory, pilots should respond to the changed RA and adjust the airplane’s vertical speed accordingly, while keeping the pitch guidance symbol in the green arc, and/or out of the red arc.

SECTION: 4 NORMAL PROCEDURES

Page 4-1

Before Starting Engines

BATTERY ............................................................ ON APU ..................................................................... START AVIONICS............................................................ ON GENERATOR 1................................................... OFF GENERATOR 2................................................... OFF DOORS................................................................ Closed NAV LIGHTS ....................................................... ON ADIRS.................................................................. Check, Aligned FUEL.................................................................... Quantity checked Flight Plan............................................................ Loaded IFR CLEARANCE................................................ Copied TRANSPONDER ................................................. Code checked THROTTLE.......................................................... IDLE Page SD DOOR................................................... Checked (All doors closed) BEACON / NAV LIGHTS ..................................... ON SEAT BELTS....................................................... ON NO SMOKING ..................................................... ON PARKING BRAKES............................................. Reset Push-Back COCKPIT DOOR................................................. LOCKED TAXI CLEARANCE.............................................. Granted ENGINE AREA .................................................... Cleared TAXI LIGHTS....................................................... ON PARKING BRAKES............................................. Released (Check NULL pressures) Engine Start ENG MODE ......................................................... IGN/START ENG MASTER 1.................................................. ON ENG MASTER 2.................................................. ON Engine Start ......................................................... Complete ENG MODE ......................................................... Check NORM Page SD WHEEL................................................. Checked GENERATOR 1................................................... ON GENERATOR 2................................................... ON CHRONO............................................................. Start Before Taxi ELEVATOR TRIM................................................ Takeoff Setting FLAPS ................................................................. Takeoff (1+F) RUDDER TRIM.................................................... CENTER FLIGHT DIRECTOR ............................................ ON


Page 4-2

4 Taxi DOORS................................................................ ARMED BRAKES .............................................................. Tested ENG ANTI-ICE..................................................... As Required PROBE ANTI-ICE................................................ ON STANDBY ALTIMETER ...................................... Set to 0 (Ground Altitude) AUTOPILOT ........................................................ Set, not armed GROUND SPEED................................................ 20-30 kts MAX Before Takeoff HEADING/ALTIMETERS..................................... Checked and set ALERTS............................................................... Checked and Cleared (No Alert message nor light) TAKEOFF CLEARANCE ..................................... Granted TAXI LIGHTS....................................................... OFF LDG LIGHTS ....................................................... ON STROBE LIGHTS................................................ ON AUTO-BRAKE ..................................................... RTO SPOILERS........................................................... Armed APU ..................................................................... OFF TO CONFIG......................................................... Push and Checked Takeoff

1- Release brakes before increasing thrust. 2- The stick must be pushed half-way below 80 kts and brought gently back to neutral. 3- Increase thrust in 2 steps: increase to 50% N1 on both engines, then apply takeoff thrust

(FLX or TOGA). As soon as climb is confirmed : GEAR................................................................... UP SPOILERS........................................................... Disarmed, Retracted AUTO-BRAKE ..................................................... OFF Above 1000 ft (AGL) AUTOPILOT ........................................................ As Required THROTTLE.......................................................... CLIMB After Takeoff FLAPS ................................................................. As Required (retracted above 230 kts) AIRSPEED........................................................... Under 250 kts below 10 000 ft


Page 4-3

Above 10,000 ft (AGL) LDG LIGHTS ....................................................... OFF EXTERIOR LIGHTING ........................................ As Required SEAT BELTS....................................................... OFF (In smooth air) APU ..................................................................... Confirmed OFF Transition Level ALTIMETER......................................................... Set to Standard AIRSPEED........................................................... Accelerate to cruise speed Cruise Check navigation on FMGC. Check fuel tanks balance for a straight flight. Descent SEAT BELTS....................................................... ON (By 10,000’ minimum) AIRSPEED........................................................... Mach 0.80 to FL250 280 kts to 10,000’ 250 kts below 10,000 ft AUTOPILOT ........................................................ Altitude entered Transition altitude reached: ALTIMETER......................................................... Set to QNH Approach FLAPS Extended depending on Airspeed : 230 kts : Pos. 1 210 kts : Pos. 1+F 200 kts : Pos. 2 185 kts : Pos. 3 177 kts : Pos. FULL LANDING SYSTEM............................................. ON Before Landing GEAR................................................................... Extended, Checked (3 Green) LDG LIGHTS ....................................................... ON SPOILERS........................................................... Armed AUTO-BRAKE ..................................................... As Required PARKING BRAKES............................................. Checked released AIRSPEED........................................................... Under 160 kts


Page 4-4

Landing SPOILERS........................................................... Confirmed Extended THROTTLE.......................................................... Short Landing : REV Otherwise : IDLE BRAKES .............................................................. As Required THROTTLE.......................................................... DLE (When speed reaches 60kt) After Landing - Taxi AUTO-BRAKE ..................................................... Disarmed SPOILERS........................................................... Retracted FLAPS ................................................................. UP LDG LIGHTS ....................................................... OFF TAXI LIGHTS....................................................... ON STROBE LIGHTS................................................ OFF ELEVATOR TRIM................................................ Set for Takeoff EXTERIOR LIGHTING ........................................ As Required APU ..................................................................... START Engine Shut Down THROTTLE.......................................................... IDLE PARKING BRAKES............................................. Set TAXI LIGHTS....................................................... OFF ENG MASTER 1.................................................. OFF ENG MASTER 2.................................................. OFF TGT DECREASEING .......................................... Checked PASSENGER DOORS ........................................ UNARMED / OPEN Page SD DOOR................................................... Checked SEAT BELTS SIGN ............................................. OFF NO SMOKING SIGN ........................................... OFF BEACON.............................................................. OFF GENERATOR 1................................................... OFF GENERATOR 2................................................... OFF EXTERIOR LIGHTING ........................................ As Required FLIGHT DIRECTOR ............................................ OFF ANTI-ICE ............................................................. All OFF If securing for the night APU ..................................................................... OFF AVIONICS............................................................ OFF BATTERY ............................................................ OFF All Doors .............................................................. Closed (Anti-Tamper seals in place)


Page 4-5

Amplified Procedures: Callouts Normal Takeoff Trigger PF PNF

• Advance thrust levers to approximately 50% N1

• Advance thrust levers to FLX or TOGA

“FLEX” or “TOGA”

• Verify takeoff thrust

“FLEX SET” or “TOGA SET”

Commencing takeoff roll

• Captain assumes/maintains control of thrust levers 80 kts

“CHECKED”

“80 KNOTS” • Check STBY airspeed

“V1” V1 – 5 kts • Captain removes hand from thrust levers

VR • Rotate to F/D commanded

attitude

“ROTATE”

After liftoff • Verify positive rate of climb

“GEAR UP”

• Establish initial climb speed of not less than V2 + 10 knots

“POSITIVE RATE”

“GEAR UP”

• Position gear lever UP • Disarm spoilers • Monitor speed and altitude

Above 100’ RA “AUTOPILOT 1” or

“AUTOPILOT 2”, if appropriate

Select autopilot ON, if requested

At or above 400’ RA Select/Request HEADING if appropriate

Select HDG if requested

• Select thrust levers to CL

• Verify CLB annunciations on FMA LVR CLB flashing

• Reduce pitch and accelerate

F speed and at or above acceleration altitude (only displayed when FLAPS 2 or 3 were used for takeoff)

• Check airspeed “FLAPS 1”, (if appropriate)

• Check airspeed

“FLAPS 1”, if requested

• Select FLAPS 1, if requested


Page 4-6

S speed • Check airspeed “FLAPS UP,

AFTER TAKEOFF CHECKLIST”

• Monitor acceleration to green dot speed

• Check airspeed

“FLAPS UP”

• Select FLAPS 0 • Accomplish checklist

At or above 3,000’ AFE • Select/Request managed or assigned speed

• Select managed or assigned

speed, if requested

ILS CAT I Trigger PF PM

Prior to starting the approach • Activate and confirm the approach phase Initial approach • Check airspeed

“FLAPS 1”

• Verify S speed • Check airspeed

“FLAPS 2”

• Verify F speed

• Check airspeed

“FLAPS 1” • Select FLAPS 1

• Check airspeed “FLAPS 2”

• Select FLAPS 2

• Select APPR on FCU • Select second autopilot

ON, if an autopilot approach

Cleared for the approach

• Verify both AP1 and AP2 engaged, if an autopilot approach • Verify GS and LOC annunciate blue on FMA

• Verify LOC*

annunciates green on FMA

“LOCALIZER CAPTURED” LOC captured (LOC*)

• Verify LOC deviation display GS alive

• Verify G/S Deviation Display

“GLIDESLOPE ALIVE”

GS 1½ dots or 3 nm from OM or OM equivalent

“GEAR DOWN, LANDING CHECKLIST”

“GEAR DOWN”

• Position gear lever DOWN

• Arm spoilers • Initiate checklist

GS ½ dot or 2 nm from OM or OM equivalent

• Check airspeed “FLAPS 3”

• Check airspeed

“FLAPS 3” Select FLAPS 3

GS intercept/capture or 1 nm from OM or OM equivalent

Check airspeed “FLAPS FULL”, if desired

Check airspeed

“FLAPS FULL”, if requested Select FLAPS FULL, if

requested Monitor speed Complete checklist


Page 4-7

ILS CAT I (Cont’d) “SET MISSED APPROACH ALTITUDE”

• Set missed approach

altitude on FCU 1,000’ RA (auto callout) Verify altitude

Verify autothrust in SPEED mode 500’ RA (auto callout)

• Verify altitude, speed,

and sink rate

• Verify altitude “REF+/- ___, SINK ___”

100’ above DA • Verify altitude

“100 ABOVE”1 • Divide time between

monitoring instruments and scanning outside for runway environment

DA (Runway environment not in sight)

“GO AROUND”

“MINIMUMS, NO CONTACT”

• See go-around procedure “LANDING”

“MINIMUMS, <VISUAL CUES> IN SIGHT”1

DA (Runway environment is in sight)

• Verify A/P disengaged no later than 40’ below DA • See landing procedure

1Not required if “LANDING” callout has been made by PF.

Visual Trigger PF PM

1,000’ RA (auto callout)

• Verify altitude • Verify autothrust in SPEED mode

500‘ RA (auto callout)

• Verify altitude, speed,

and sink rate

• Verify altitude “REF +/- ____. SINK ____”

Landing

Trigger PF PM 20’ RA (RETARD auto callout reminder)

• Verify thrust levers at idle

Touchdown • Deploy thrust reversers • Monitor attitude on PFD • “PITCH,PITCH”, if pitch

attitude reaches 10 degrees A319/320 or 7.5 degrees A321

• “BANK, BANK”, if bank reaches 7 degrees

• Verify spoiler extension and REV green on ECAM

“SPOILERS, TWO (ONE, NO) REVERSE”


Page 4-8

•

Landing Nose wheel touchdown • Apply brakes, if required • Monitor autobrakes

if selected • “NO AUTOBRAKES”,

if applicable • Monitor deceleration

80 kts • Select idle reverse

“80 KNOTS”

60 kts • Verify idle reverse thrust

or less

“60 KNOTS”

RNAV/VOR

Trigger PF PM Prior to starting approach • Activate and confirm the approach phase Initial approach • Check airspeed

“FLAPS 1”

• Verify S speed • Check airspeed

“FLAPS 2”

• Verify F speed

• Check airspeed


• Check airspeed


• Select APPR on FCU Cleared for the approach and prior to intercepting intermediate approach segment inbound

• Verify FINAL and APP NAV annunciate blue on FMA

Final approach course intercept • Verify APP NAV annunciates green on FMA Approx 3 miles prior to FAF “GEAR DOWN,

LANDING CHECKLIST” “GEAR DOWN”

• Position gear lever DOWN

• Arm spoilers • Initiate checklist

Approx 2 miles prior to FAF • Check airspeed “FLAPS 3”

• Check airspeed

“FLAPS 3” Select FLAPS 3

Approx 1 mile prior to FAF Check airspeed “FLAPS FULL”, if desired

Check airspeed

“FLAPS FULL”, if requested Select FLAPS FULL, if

requested Monitor speed Complete checklist

• Verify FINAL APP annunciates green on FMA Glidepath intercept/capture (FINAL APP) “SET MISSED APPROACH

ALTITUDE”

Set missed approach altitude on FCU

1,000’ RA (auto callout) Verify altitude Verify autothrust in SPEED mode

500’ RA (auto callout) • Verify altitude


Page 4-9

• Verify altitude 100’ above DA2

• Verify altitude “100 ABOVE”1

• Divide time between monitoring instruments and scanning outside for runway environment

DA2 (Runway environment not in sight)

“GO AROUND”

“MINIMUMS, NO CONTACT”

• See go-around procedure “LANDING”

“MINIMUMS, <VISUAL CUES> IN SIGHT”1

DA2 (Runway environment is in sight)

• Verify A/P disengaged no later than DA • See landing procedure

1Not required if “LANDING” callout has been made by PF. 2If MDA plus 50’ has been entered into FMGC PERF APPR page consider it a DA.

Go-Around Trigger PF PM

“GO-AROUND” • Advance thrust levers to

TOGA “TOGA”

• Rotate to FD commanded attitude

• Check airspeed “GO-AROUND FLAPS”

“TOGA SET”

• Check airspeed “GO-AROUND FLAPS”

• Select FLAPS one step up

Go-around

• Verify MAN TOGA | SRS | GA TRK annunciate on FMA

Positive rate of climb • Verify positive rate of

climb “GEAR UP” “ADVISE ATC”

• Consider selecting thrust levers to CL if TOGA thrust not required

• Execute published missed approach or proceed as instructed by ATC

“POSITIVE RATE” “GEAR UP”

• Position gear lever UP • Disarm spoilers

• Advise ATC

Above 100’ RA “AUTOPILOT 1”, or “AUTOPILOT 2”, if appropriate

Select autopilot on, if

requested At or above 400’ RA Select/request HEADING or

engage NAV, as appropriate

Select HDG or engage NAV,

if requested Monitor missed approach

procedure


Page 4-10

• Select/confirm thrust levers to CL

• Verify CLB annunciations on FMA

LVR CLB flashing

• Reduce pitch and accelerate

F speed and at or above acceleration altitude

Check airspeed “FLAPS 1”

Check airspeed


S speed • Check airspeed

“FLAPS UP, AFTER TAKEOFF CHECKLIST”

• Monitor acceleration to green dot speed

• Check airspeed “FLAPS UP”

• Select FLAPS 0 • Accomplish checklist

Unstabilized Approach Callouts If … In… Then …

IMC The first pilot recognizing unstable condition calls “UNSTABILIZED” and the PF performs the go-around.

At or below 1,000 ft AFE

VMC Compliance with the stabilized approach parameters (not rate of descent) may be delayed until 500 ft AFE as long as the deviation is verbalized (e.g., “slightly high – correcting”, etc.).

At or below 500 ft AFE

VMC The first pilot recognizing unstable condition calls “UNSTABILIZED” and the PF performs the go-around.

Stabilized Approach Notes Rate of Descent: By 1,000 ft AFE, the descent rate is transitioning to no greater than 1000 FPM. Flight Parameters: Below 1,000 ft AFE, the aircraft is:

• On a proper flight path (visual or electronic) with only small changes in pitch and heading required to maintain that path,

• At a speed no less than Vref and not greater than Vref + 20 (except when complying with Airbus FMGC generated speed) allowing for transitory conditions, with engines spooled up,

• In trim, and • In an approved landing configuration

Communication During Manual Flight

Autopilot “AUTOPILOT OFF”

or “AUTOPILOT 1(2)”

Flight Directors

“FLIGHT DIRECTORS OFF” or

“FLIGHT DIRECTORS ON” Ensure both F/Ds are OFF or ON

Speed “SPEED SELECT”

or “SPEED ENGAGE”

Heading/Nav “HEADING SELECT”

or “NAV ENGAGE”

Managed/Open Climb (Descent)

“OPEN CLIMB (DESCENT) SELECT” or


Page 4-11

“CLIMB (DESCENT) ENGAGE”

Vertical Speed “VERTICAL SPEED PLUS (MINUS) ____”

or “VERTICAL SPEED ZERO”

“SELECT” is always knob pulled. “ENGAGE (HOLD)” is always knob pushed.

SECTION: 5 PERFORMANCE

Page 5-1

Weight V1 VR V2 VREF V1 VR V2 VREF V1 VR V2 VREF516 166 184 203 200 143 159 175 173 136 151 166 164509 162 180 198 195 143 159 174 172 136 151 166 164497 160 178 196 193 142 158 173 171 136 151 166 163485 158 176 193 190 141 157 173 170 135 150 165 163473 156 174 191 188 140 156 172 169 135 150 165 163463 154 172 189 186 140 155 171 168 134 149 164 161451 153 169 186 184 139 154 170 167 134 149 163 161439 151 167 184 181 138 153 169 166 133 148 163 161427 149 165 182 179 137 153 168 165 133 148 163 160415 147 163 179 177 137 152 167 164 133 147 162 160403 145 161 177 174 136 151 166 163 132 147 162 159391 143 159 175 172 135 150 165 163 132 147 161 159379 141 157 172 170 134 149 164 162 132 146 161 158367 139 155 170 167 133 148 163 161 131 146 160 158355 137 152 168 165 133 147 162 160 131 146 160 158343 135 150 165 163 132 147 161 159 131 145 160 157331 133 148 163 161 131 146 160 158 130 145 159 157319 132 146 161 158 130 145 159 157 130 144 159 156307 130 144 158 156 130 144 158 156 130 144 158 156

Shaded areas are in excess of aircraft limitations.Maximum Landing Weight is 396,000 lbs.

The above numbers were computed using FS9. The upper limits were taken directly from the flight dynamics file. The bottom numbers were flight tested. Alpha floor was reached at about 120 KIAS at 307,000 lbs.Thus all speeds for 307,000 were based on Alpha Floor.

Tire speed limit is approxmatly 200 to 205 Knots Ground Speed.

ISA + 0 / SL0F 1+F 3+F

SECTION: 6 WEIGHT AND BALANCE

Page 6-1

+73’ 0’ -73’ Gold (Zone 1) = 12 Passengers and 2 FA (2380 lbs) FS +55 Blue (Zone 2) = 36 Passengers and 2 FA (6460 lbs) FS +36 Silver (Zone 3) = 96 Passengers and 2 FA (16660 lbs) FS 0 Orange (Zone 4) = 109 Passengers and 2 FA (18870 lbs) FS -45 Forward Cargo Hold = 40,200 lbs at FS +36 Aft Cargo Hold = 40,000 lbs at FS -36

SECTION: 7 AIRPLANE & SYSTEM DESCRIPTION

Page 7-1

5 Minimum turning radius Towing The A330 can be towed or pushed up to a nosewheel angle of 78° from the aircraft centre line at all weights up to maximum ramp weight without disconnecting the steering. Taxiing Minimum turning radii (with tire slip) and minimum pavement width for 180° turn are as shown.

Type of turn 1 : Asymmetric thrust differential braking (pivoting on one main gear) Type of turn 2 : Symmetric thrust no braking Flight Deck Layout As the A330 is a medium long-range aircraft the cockpit offers full provision for a 3rd occupant seat as well as a folding 4th occupant seat.


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Page 7-4

Main Features of the Flight Deck • The main features are common with those developed for the A320 and A340 families: - sidestick controllers which leave the main instrument panel unobstructed - six display units (DU) interchangeable, switchable and integrated into the same system architecture (EFIS/ECAM). • The other features evolve directly from the concepts introduced with the A300/A310 family : - ergonomic layout of panels, synoptically arranged according to frequency of use (normal, abnormal, emergency) within easy reach and visibility for both crew members - philosophy of panels (e.g., “lights out” philosophy for overhead panel) - principles of presentation of information (“need to know” concept) - monitoring of systems through an Electronic Centralized Aircraft Monitor (ECAM) - coherent system of colour coding for EFIS, ECAM and panel lights. Sidestick arrangement • Sidesicks are installed on the Captain’s and First Officer’s forward lateral consoles. • A dual pivot adjustable armrest behind each sidestick to facilitate control is fitted on each seat, with position indicators.

• Moving the sidestick results in “setting the aircraft trajectory” with a certain level of “g” for the requested maneuver depending on the amount of sidestick movement. • Accuracy of movements is very precise since backlash and friction are negligible.


Page 7-5

• Control of the flight path is performed by the Electronic Flight Control System (EFCS) which links the trajectory order with aerodynamic data to stabilize the aircraft and protect it from prohibited attitudes.

Captain and First Officer panels • The CAPT and F/O panels are mirror images of each other : both incorporate two side-by-side Display Units (DUs) (7.25 in x 7.25 in) : - Primary Flight Display (PFD) - Navigation Display (ND). • This arrangement provides : - better visibility on all DUs in normal configuration and in case of reconfiguration (PFD ND or ECAM ND) - the option to install a sliding table and a footrest in front of each pilot. • The PFD includes the complete Basic T with : - attitude - airspeed/Mach (with all upper and lower limits) - altitude/vertical speed - heading - AFS status - ILS deviation/marker


Page 7-6

- radio altitude. • The ROSE mode (ILS, VOR or NAV) : aircraft symbol in screen centre, with radar availability - ARC mode : heading up, horizon limited to a 90° forward sector, with radar availability - PLAN mode : north up, display centered on selected waypoint. • Engine display : in case of a total DMC/ECAM failure, each pilot may display the ENG STBY page on his ND. Note : In ROSE-NAV, ARC, and PLAN modes, MAP data from FMS is presented.


Page 7-7

Main centre panel The centre panel groups : - two DUs, one above the other, which are interchangeable with the CAPT and F/O DUs : • Engine Display (DU 1), showing : - the main engine parameters (N1, EGT, N2 for GE engines; EPR, EGT, N1, N2 for PW engines ; (EPR, TGT, N1,N3 for RR engines) - N1 (EPR) limit, N1 (EPR) command - total fuel - the flaps and slats position - memo and warning • System Display (DU 2) showing : - an aircraft system synoptic diagrams page - or the aircraft status (list of all operationally significant items) - standby instruments - landing gear control and indications (including brakes)


Page 7-8

- clock. Glareshield • The Flight Control Unit (FCU) provides short-term interface between the Flight Management and Guidance Computer (FMGC) and crew for : - engagement of A/P, A/THR - selection of required guidance modes - manual selection of flight parameters SPD, MACH, ALT, V/SPD, HDG or track. • The EFIS control panels for : - selection of desired ND modes (ROSE-ILS, -VOR, - NAV, ARC, PLAN, ENG) and ranges - selection of baro settings. • The master warning, master caution, autoland and sidestick priority lights.

Central pedestal In addition to the thrust levers and the engine control functions, the main features on the pedestal are: - the Multipurpose Control and Display Units (MCDU) for flight management functions and various other functions such as data link, maintenance, etc. - the Radio Management Panels (RMP) for tuning all radio communications and the radio navigation as a back-up to the normal operation through the Flight Management and Guidance Computers (FMGC).


Page 7-9

- the electrical rudder trim - the parking brake control - the speedbrake and flap control levers.

Overhead panel • The overhead panel has a “single slope”. • All controls on the overhead panel can be reached by either pilot. • Two main zones are separated by protective padding.


Page 7-10

- Forward zone : - for most frequently used functions - for system controls : arranged in three main rows : - center row for engine-related systems arranged in a logical way - lateral rows for other systems. - Aft zone, not used in flight, mainly for a small maintenance panel corresponding to some maintenance controls. • The push-button philosophy is identical to that already applied on existing Airbus aircraft.


Page 7-11

Electrical power generation The electrical power generation comprises : • Two engine-driven AC generators, nominal power 115 kVA • One auxiliary power unit (APU) AC generator nominal 115 kVA • One emergency generator (Constant Speed Motor/Generator or CSM/G), nominal power 8.6 kVA, hydraulically driven by the Green system. • One static inverter fed by two batteries and working either on the ground or when CSM/G inoperative. • Two ground connectors, power 90 kVA • DC network supplied via two main Transformer Rectifier Units (200 A) and one essential (100 A). A fourth TR (100 A) is dedicated to APU start or APU battery charging. • Three batteries nominal capacity 37 Ah, 28 V each : - Two batteries used : . in emergency configuration to feed some equipment during RAT deployment or when CSM/G not operating. . On ground to provide an autonomous source. - One dedicated to APU start Distribution - normal configuration AC distribution network • In normal configuration, each engine-driven generator supplies its associated AC BUS. • The AC ESS BUS is normally supplied from AC BUS 1. DC distribution network • In normal configuration, normal DC systems are split into two networks : DC BUS 1 in parallel with DC BAT BUS and DC BUS 2. • Each DC network is supplied by its own TR. • More specifically, ESS TR systematically feeds DC ESS BUS, which allows a better segregation between DC 1 and DC 2.


Page 7-12

• Two batteries are connected to the DC BAT BUS via the Battery Charge Limiter (BCL). • Each battery has its own HOT BUS bar (engine/APU fire squib, ADIRS, CIDS, PRIM and SEC computers, slide warnings, parking brake, etc). • The third battery is dedicated to APU starting. Distribution - abnormal configurations Generator failure - if one generator fails, another will automatically take over : • if APU operative, APU generator will take over • if APU generator not available, the other engine generator will take over. - In case of total loss of all main generators : • the EMER GEN will deliver 8.6 kVA since the Green hydraulic system is still powered by engine-driven pumps or - In case of loss of all engines : • the EMER GEN will deliver 3.5 kVA since the Green hydraulic system is then powered by the RAT ; in this case the batteries take over when slats are extended. TR failure - if one TR fails, the other will automatically take over its corresponding DC network via DC BAT BUS, - In case of double TR failure : • TR 1 and 2 : DC BUS 1 and DC BUS 2 are lost • TR 1 (or 2) and ESS TR : The remaining TR supplies DC BUS 1 + 2 and DC BAT BUS ; the DC ESS BUS is lost


Page 7-13


Page 7-14

Circuit - breaker monitoring • Circuit-breakers are installed in the avionics bay area below the cockpit. • Circuit-breakers are monitored by the CBMU (Circuit- Breaker Monitoring Units) which output the identification and status of each circuit-breaker. • A specific C/B page is provided on the ECAM. • Computer resets can be performed via system controls.


Page 7-15

Hydraulic System

General • Three fully independent systems : Green, Blue, Yellow (nominal pressure at 3000 psi). • Normal operation : They are managed by the HSMU (Hydraulic System Monitoring Unit) which ensures all autofunctions (electrical pumps, RAT, monitoring, etc) ; manual override is available on the overhead panel. - one handpump on the Yellow system for cargo doors operation when no electrical power is available. • Abnormal operation : - four engine-driven pumps, two of which are for the Green system - three electrical pumps that can act automatically as backup - in the event of one engine failure, the Green electrical pump runs automatically for 25 seconds when landing gear lever is selected up. - in the event of engine 2 failure, the Yellow electrical pump runs automatically when flaps are not retracted.


Page 7-16

- In the event of both engine failure, RAT deployment will be automatically controlled by the HSMU to pressurize the Green system.

Electronic Flight Control System (EFCS) Surfaces : • all hydraulically activated • all electrically controlled • mechanical back-up control : - rudder - Trimmable Horizontal Stabilizer


Page 7-17

General The A330 fly-by-wire system is being designed to make this new aircraft more cost effective, safer and more pleasant to fly, and more comfortable to travel in than conventional aircraft. Basic principles • A330 flight control surfaces are all : - electrically controlled - hydraulically activated • Stabilizer and rudder can be mechanically controlled. • Sidesticks are used to fly the aircraft in pitch and roll (and indirectly through turn coordination, in yaw). • Pilot inputs are interpreted by the EFCS computers for moving the flying controls as necessary to achieve the desired pilot commands. • Regardless of pilot inputs, the computers will prevent : - excessive maneuvres - exceedance of the safe flight envelope. Computers Electrical control of the main surfaces is achieved by two types of computers : • three flight control primary computers (PRIM) which can process all three types of control laws (Normal, Alternate, Direct) • two flight control secondary computers (SEC) which can process the Direct Control Law.


Page 7-18

These computers perform additional functions including : • speebrakes and ground spoiler command • characteristic speed computation (PRIM only). High-lift devices are commanded by two Slat/Flap Control Computers (SFCC). The SFCCs also command the aileron droop via the primary or secondary computers. In order to provide all required monitoring information to the crew and to the Central Maintenance System (CMS), two Flight Control Data Concentrators (FCDC) acquire the outputs from the various computers to be sent to the ECAM and Flight Data Interface Unit (FDIU). These two FCDCs ensure the electrical isolation of the flight control computers from the other systems. Power sources Electrical power supply The flight control computers (primary, secondary and Flight Control Data Concentrator) are fed by various DC busbars. This ensures that at least two flight control computers are powered in the event of major electrical power losses such as - failure of two main systems or - electrical emergency configuration (CSM-G) or - battery-only supply.


Page 7-19

Dispatch objectives The basic objective is to allow dispatch of the aircraft with at least one peripheral or computer failed in order to increase the dispatch reliability without impairing flight safety.

Design principles Two types of flight control computers : • PRIM (two channels with different software for control/monitoring).


Page 7-20

SEC (two channels with different software for control/monitoring). • Each one of these computers can perform two tasks : - process orders to be sent to other computers as a function of various inputs (sidestick, autopilot…) - execute orders received from other computers so as to control their own servo-loop. The three primary or main computers (PRIM) : • process all control laws (Normal, Alternate, Direct) as the flight control orders. • One of the three PRIM is selected to be the master ; it processes the orders and outputs them to the other computers PRIM 1, 2 and 3, SEC 1 and 2) which will then execute them on their related servo-loop. • The master checks that its orders are fulfilled by comparing them with feedback received ; this allows self-monitoring of the master which can detect a malfunction and cascade control to the next computer. • Each PRIM is able to control up to eight servo-loops simultaneously ; each can provide complete aircraft control under normal laws. The two secondary computers (SEC) : • are able to process direct laws only • either SEC can be the master in case of loss of all primary computers • each SEC can control up to 10 servo-loops simultaneously ; each can provide complete aircraft control. Electrically controlled hydraulic servo-jacks can operate in one of three control modes depending upon computer status and type of control surface : • Active : the servo-jack position is electrically controlled • Damping : the servo-jack position follows the surface movement • Centering : the servo-jack position is maintained neutral.


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Page 7-23

Pitch control Pitch control is provided by two elevators and the THS : - elevator deflections 30° nose up - 15° nose down - THS deflections 14° nose up - 2° nose down. Each elevator is actuated by two independent hydraulic servo control units ; L ELEV is driven by Green and Blue hydraulic jacks R ELEV is driven by Green and Yellow hydraulic jacks one servo control is in active mode while the other is in damping mode. In case of a failure on the active servo-jack, it reverts to damping mode while the other becomes active. In case of electrical supply failure to both servo-jacks of one elevator, these revert to centering mode which commands a 0° position of the related elevator. Autoflight orders are processed by one of the primary computers. Sidestick signals, in manual flight, are processed by either one of PRIM 1 and 2 or SEC 1 and 2 The THS is driven by two hydraulic motors supplied by Blue and Yellow systems ; these motors are controlled : - either of the three electrical motors with their associated electronics controlled by one primary computer each - or by mechanical command from control wheels located on the central pedestal.


Page 7-24

The control wheels are used in case of major failure (Direct Law or mechanical back-up) and have priority over any other command.

Roll control Roll control is provided two ailerons and five spoilers (2 to 6) per wing : - aileron deflection is ± 25° - spoiler max deflection is -35°. Deflection is reduced in CONF 2 and 3. Each aileron is driven by two electrically signalled servo-controls which are connected to: - two computers for the inboard ailerons (PRIM 1 or 2 and SEC 1 or 2) - one computer for the outboard ailerons (PRIM 3, SEC 1 or 2) - one servo-control is in active mode while the other is in damping mode. In manual mode, above 190 kt the outboard ailerons are centered to prevent any twisting moment. In AP mode or in certain failure cases the outboard ailerons are used up to 300 Kt. Each spoiler is driven by one electrohydraulic servo-control which is connected to one specific computer. In the event of a failure being detected on one spoiler, the opposite spoiler is retracted and maintained in a retracted position. Autopilot orders are processed by one of the primary computers. Sidestick signals, in manual flight, are processed by either one of the primary or secondary computers. Note : If the RAT is


Page 7-25

deployed to provide Green hydraulic power, the outboard ailerons servo-controls revert to damping mode in order to minimize hydraulic demands.

Yaw control Yaw control is provided by one rudder surface : - rudder deflection ± 31.6°. The rudder is operated by three independent hydraulic servo-controls, with a common mechanical input. This mechanical input receives three commands : - rudder pedal input - rudder trim actuator electrical input - yaw damper electrical input. The mechanical input is limited by the Travel Limitation Unit (TLU) as a function of airspeed in order to avoid excessive load transmission to the aircraft. This function is achieved by the secondary computers. The rudder trim controls the rudder pedal zero load position as a function of pilot manual command on a switch located on the pedestal (artificial feel neutral variation). This function is achieved by the secondary computers. Yaw damper commands are computed by the primary or secondary computers In case of total loss of electrical power or total loss of flight controls computers the back up yaw damper unit (BYDU) becomes active for yaw damping function.


Page 7-26

Autoflight orders are processed by the primary computers and are transmitted to the rudder via the yaw damper servoactuator and the rudder trim actuator. Note : in the event of loss of both yaw damper actuators the yaw damping function is achieved through roll control surfaces, in which case at least one spoiler pair is required. Additional functions devoted to aileron and spoilers Ailerons Ailerons receive commands for the following additional functions : • maneuver load alleviation : two pairs of ailerons are deflected upwards - 11° max to reduce wing loads in case of high “g” manoeuvre • lift augmentation (aileron droop) : two pairs of ailerons are deflected downwards to increase lift when flaps are extended. Spoilers Spoilers receive commands for the following additional functions : • maneuver load alleviation : spoilers 4, 5 and 6 • Ground spoiler functions : spoilers 1 to 6 • - 35° max for spoiler 1, • - 50° max for spoilers 2 to 6 • Speedbrake functions : spoilers 1 to 6 • - 25° max for spoiler 1 • - 30° max for spoilers 2 to 6 Six spoilers and two pairs of ailerons perform these functions in following priority order : • the roll demand has priority over the speedbrake function • the lift augmenting function has priority over the speedbrake function • if one spoiler surface fails to extend, the symmetrical surface on the other wing is inhibited.


Page 7-27

Slats/flaps • High lift control is achieved on each wing by : - seven leading edge slats - two trailing edge flaps - two ailerons (ailerons droop function) • Slat and flaps are driven through similar hydromechanical systems consisting of : - Power Control Units (PCU) - differential gearboxes and transverse torque shafts - rotary actuators. • Slats and flaps are electrically signaled through the SFCCs : - control lever position is obtained from the Command Sensor Unit (CSU) by the two SFCCs


Page 7-28

- each SFCC controls one hydraulic motor in both of the flap and slat PCUs. • Aileron droop is achieved through the primary computers, depending on flap position data received from the SFCC. • The SFCC monitors the slats and flaps drive system through feed-back Position Pick-off Units (FPPU) located at the PCUs and at the outer end of the transmission torque shafts. • Wing Tip Brakes (WTB) installed within the torque shaft system, controlled by the SFCC, prevent asymmetric operation, blow back or runaway. • A pressure-off brake provided between each hydraulic motor of the PCU and the differential gearboxes, locks the slat or flap position when there is no drive command from the SFCC. • Flight Warning Computers (FWC) receive slat and flap position data through dedicated instrumentation Position Pick-off Units (IPPU) for warnings and position indication on ECAM display units.

Controls and displays • Overhead panel


Page 7-29

Pushbutton switches on the overhead panel allow disconnection or reset of the primary and secondary computers. They provide local warnings. Side 1 computer switches on left-hand side are separated from those of side 2 computers on right-hand side. • Glareshield Captain and First Officer priority lights, located in the glareshield, provide indication if either has taken the priority for his sidestick orders. • Lateral consoles Captain and First Officer sidesticks, located on the lateral consoles, provide the flight controls computers with pitch and roll orders. They are not mechanically coupled. They incorporate a take-over pushbutton switch. • Central pedestal - Speedbrake control lever position is processed by the primary computers for speedbrake control. A “ground spoiler” position commands ground deceleration (spoilers and ailerons). - Rudder trim switch and reset pushbutton switch are processed by the secondary computers. The local rudder trim position indication is repeated on the ECAM FLT/CTL system page. - Flap control lever position is processed by the SFCC. It allows selection of high-lift configurations for slats and flaps. Lever position indication is repeated in the “flap section” of the ECAM engine and warning display. - Pitch trim wheels allow the setting of the THS position for take-off. They permit manual pitch trim control. • Main instrument panel ECAM display units and PFDs present warnings and status information on the Flight control system. Permanent indication of slat and flap positions are given on the ECAM engine/warning display. Remaining flight control surface positions are given on the FLT/CTL system page which is presented on the ECAM system/status display. • Rudder pedals Interconnected pedals on each crew member’s side allow mechanical yaw control hrough the rudder.


Page 7-30

Control law introduction • Flight through computers Depending upon the EFCS status, the control law is : According to number and nature of subsequent failures, it automatically reverts to : - Alternate Law, or - Direct Law. • Mechanical back-up During a complete loss of electrical power the aircraft is controlled by : - longitudinal control through trim wheel - lateral control from pedals. - Normal Law (normal conditions even after single failure of sensors, electrical system, hydraulic system or flight control computer).


Page 7-31

- No direct relationship between sidestick and control surface deflection. - The sidestick serve to provide overall command objectives in all three axes. - Computers command surface deflections to achieve Normal Law objectives (if compatible with protections).


Page 7-32

Normal Law - flight mode Objectives • Pitch axis : Sidestick deflection results in a change of vertical load factor. The normal law elaborates elevator and THS orders so that : - a stick movement leads to a flight path variation - when stick is released, flight path is maintained without any pilot action, the aircraft being automatically trimmed. • Lateral axis : Sidestick deflection results in initiating roll rate. Roll rate demand is converted into a bank angle demand. The Normal Law signals roll and yaw surfaces to achieve bank angle demand and maintain it - if less than 33° - when the stick is released. Pedal deflection results in sideslip and bank angle (with a given relationship). Pedal input - stick free - results in stabilized sideslip and bank angle (facilitates de-crabbing in crosswind). • Adaptation of objectives to : - Ground phase : ground mode . Direct relationship between stick and elevator available before lift-off and after touch-down. . Direct relationship between stick and roll control surfaces. . Rudder : mechanical from pedals + yaw damper function. . For smooth transition, blend of ground phase law and load factor (Nz) command law at take off. - Flight phase : flight mode The pitch normal law flight mode is a load factor demand law with auto trim and full flight envelope protection. The roll normal law provides combined control of the ailerons, spoilers 2 to 6 and rudder. - Landing phase : flare mode . To allow conventional flare. . Stick input commands a pitch attitude increment to a reference pitch attitude adjusted as a function of radio altitude to provide artificial ground effect. Normal Law - flight mode Engine failure or aircraft asymmetry


Page 7-33

• By virtue of fly-by-wire controls and associated laws, handling characteristics are unique in the engine failure case : - with no corrective action : • stabilized sideslip and bank angle • slowly diverging heading • safe flight - short-term recommended action : • zero sideslip or sideslip target (take-off) with pedals • then stabilize heading with stick input • steady flight with stick free and no pedal force (rudder trim).


Page 7-34

Normal Law - flight mode Main operational aspects and benefits • Automatic pitch trim • Automatic elevator to compensate turns up to 33° bank • Aircraft response almost unaffected by speed, weight or center of gravity location • Bank angle resistance to disturbance stick free • Precise piloting • Turn coordination • Dutch roll damping • Sideslip minimization • Passenger comfort • Reduced pilot, workload • Increased safety • Protection does not mean limitation of pilot authority. Full pilot authority prevails within the normal flight envelope. • Whatever the sidestick deflection is, computers have scheduled protections which overcome pilot inputs to prevent : - excessive load factors (no structural overstressing) - significant flight envelope exceedances :


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• speed overshoot above operational limits • stall • extreme pitch attitude • extreme bank angle. Normal Law - protections Load factor protection • Design aim To minimize the probability of hazardous events when high maneuverability is needed. • Load factor limitation at : + 2.5 g, -1 g for clean configuration + 2 g, 0 g when slats are extended. Rapid pull-up to 2.5 g is immediately possible. High speed protection • Design aims To protect the aircraft against speed overshoot above VMO/MMO. Non-interference with flight at VMO/MMO. • Principle When speed or Mach number is exceeded (VMO + 6 kt/MMO + 0.01) : - automatic, progressive, up elevator is applied (.1 g max) - pilot nose-down authority is reduced. • Results Maximum stabilized speed, nosed-down stick : VMO + 15 kt MMO + 0.04 High angle-of-attack protection • Design aims - Protection against stall - Ability to reach and hold a high CL (sidestick fully back), without exceeding stall angle (typically 3°/5° below stall angle) : good roll maneuverability and innocuous flight characteristics. - Elimination of risk of stall in high dynamic maneuvers or gusts. - Non-interference with normal operating speeds and maneuvers.


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- Load factor limitation maintained. - Bank angle limited. - Available from lift-off to landing. • Windshear protection Windshear protection is ensured by - SRS mode - speed trend indication - wind indication (speed and direction) - flight path vector - Windshear warning - predictive windshear function of weather radar (optional). High angle-of-attack protection • Principle When the AOA*) is greater than AOA prot, the basic objective defined by sidestick input reverts from vertical load factor to AOA demand. • Result - AOA protection is maintained if sidestick is left neutral. - AOA floor results in GA power with an ensuing reduction of AOA. - AOA max is maintained if sidestick is deflected fully aft. Return to normal basic objective is achieved if the sidestick is pushed forward. Pitch attitude protection • Design aim To enhance the effectiveness of AOA and high-speed protection in extreme conditions and in windshear encounter. • Principle Pilot authority is reduced at extreme attitude. • Result Pitch attitude limited : - nose-down 15° - nose-up 30°, to 25° at low speed Bank angle protection - When stick is released above 33° the aircraft automatically rolls back to 33°. - If stick is maintained, bank angle greater than 33° will be maintained but limited to 67°. - When overspeed protection is triggered :. Spiral stability is introduced regardless of bank angle. Max bank angle is limited to 45°. - When angle-of-attack protection is triggered, max bank angle is limited to 45°. Low energy warning


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A low energy aural warning “SPEED SPEED SPEED” is triggered to inform the pilot that the aircraft energy becomes lower than a threshold under which, to recover a positive flight path angle through pitch control, the thrust must be increased.


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Alternate Law • Probability objective : 10-5/flight hour (10-3 under MMEL). • No change for ground, take-off and flare mode compared to Normal Law. • Flight mode : - Pitch axis : as per Normal Law with limited pitch rate and gains depending on speed and CONF. - Roll/yaw axes : Depending on failure : 1. The lateral control is similar to normal law (no positive spiral stability is introduced). 2. Characterized by a direct stick-to-roll surface relationship which is configuration dependent. - in all three axes, direct relationship between stick and elevator/roll control surfaces which is center of gravity and configuration dependent.


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• Protections :

Direct Law • Probability objective : 10-7/flight hour (10-5 under MMEL). • No change for ground mode and take-off mode compared to Normal Law. • Flight mode : Maintained down to the ground • All protections are lost Conventional aural stall and overspeed warnings are provided as for Alternate Law. • Main operational aspect : - manual trimming through trim wheel.

Mechanical back-up


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• To sustain the aircraft during a temporary complete loss of electrical power. • Longitudinal control of the aircraft through trim wheel. Elevators kept at zero deflection. • Lateral control from pedals. Roll damping is provided by the Back up Yaw Dumper Unit (BYDU). • Message on PFD MAN PITCH TRIM ONLY (red).


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Priority logic • Normal operation : Captain and First Officer inputs are algebrically summed. • Autopilot disconnect pushbutton is used at take-over button. • Last pilot who depressed and holds take-over button has priority ; other pilot’s inputs ignored. • Priority annunciation : - in front of each pilot on glareshield - ECAM message - audio warning. • Normal control restored when both buttons are released. • Jammed sidestick : - priority automatically latched after 30 seconds - priority reset by depressing take-over button on previously jammed sidestick


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Landing gear Main features • Conventional landing gear with single bogie nose gear and double bogie main landing gear with direct-action shock absorbers. • The main landing gear is also provided with a shock absorber extension/retraction system. • The main gears retract laterally ; nose gear retracts forward into the fuselage. • Electrically controlled by two Landing Gear Control/Interface Units (LGCIU). • Hydraulically actuated (Green system) with alternative free-fall/spring downlock mode. • Alternating use of both LGCIUs for each retraction/extension cycle. Resetting the landing gear control lever results in transition to the other LGCIU. • Elimination of gear lever neutral position through automatic depressurization of landing gear hydraulic supply at speeds above 280 kt. • Elimination of microswitches by use trouble-free proximity detectors for position sensing.


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Braking system • Carbon disc brakes are standard. • Normal system (Green hydraulic system supply) : - electrically signalled through antiskid valves - individual wheel antiskid control - autobrake function - automatic switchover to alternate system in event of Green hydraulic supply failure. • Alternate braking system with antiskid (Blue hydraulic system supply) : - electrically signalled through alternate servovalves - hydraulically controlled through dual valve - individual wheel antiskid control - no autobrake function. • Alternate braking system without anti-skid (Blue hydraulic system supply or Blue brake power accumulator) : - hydraulically controlled by pedals through dual valve - brake pressure has to be limited by the pilot referring to the gauges. - no autobrake function


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- no antiskid system • Parking brake (Blue hydraulic system supply or Blue brake power accumulator : - electrically signaled - hydraulically controlled with brake pressure indication on gauges. • The Braking and Steering Control Unit (BSCU) is digital dual-channel double system (control and monitoring) computer controlling the following functions : - normal braking system control - anti-skid control (normal and alternate) - autobrake function with LO, MED, MAX. - nosewheel steering command processing - brake temperature signal processing - monitoring of all these functions.


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Braking principles Antiskid system • From touchdown, aircraft speed is computed based on touchdown speed (wheels) and integrated deceleration (ADIRS). This reference speed is compared with each wheel speed to generate a release order for closing the normal servovalve in case of skid exceeding 16%. • Brake pedal orders open this servovalve which is also modulated by anti-skid closing signals. Autobrake system • From touchdown, a specific speed is computed based on touchdown speed (wheels) and programmed deceleration (low, medium, max). This programmed speed is compared with each wheel speed to generate a release order for closing the normal servovalve to meet selected deceleration. • If the reference speed exceeds programmed speed (contaminated or iced runways), the former will take over for the antiskid to modulate the normal servovalve.


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Fuel System Fuel Capacity: Outer Tanks Inner Tanks Center Tank Trim Tank Total A330-200 1,928 22,190 11,002 1,645 36,765


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• Ventilation - Each wing tank and the tail tank is separately vented though its associated vent tank. - These vent tanks are open to the atmosphere via flame arrestors and NACA inlets. - Location of ducts and float valves is designed to ensure free venting over appropriate attitude ranges during refueling and normal ground and flight maneuvers. - Pressure relief outlets protect the inner tank from over or under-pressure in case of failure or blockage of the vent system or pressure refueling gallery. Control and Monitoring


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The Fuel Control and Monitoring System (FCMS) controls the fuel system automatically Two identical Fuel Control and Monitoring Computers (FCMC) provide : - fuel transfer control - aircraft gross weight and center of gravity calculation based on zero fuel weight and zero fuel center of gravity entered by the crew. - center of gravity control - refuel control - fuel quantity measurement and indication - level sensing - fuel temperature indication - signals to FADEC for IDG cooling control.

Engine feed • In normal operation, each engine is independently supplied by two continuously operating booster pumps located in a dedicated collector box. In the event of a pump


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failure, a standby pump automatically comes on line. Collector boxes are maintained full by a jet pump transfer action using booster pump pressure. In cruise conditions, a single booster pump is able to supply flow to both engines. • A cross-feed valve allows the engine on either wing to be supplied from the opposite one. • Supply of fuel to each engine may be shut off by an engine LP valve driven by a double motor actuator. It is controlled by either the ENG FIRE pushbutton or the ENG master lever. • Automatic transfer of fuel from the outer tanks is performed by gravity. This occurs when trim tanks have been emptied and when either inner tank reaches 3500 kg. Outer tank fuel transfer valves are used to cycle the inner tanks contents between 3500 and 4000 kg. These valves are closed when outer tanks are empty for 5 minutes. • Transfer to inner tanks can be manually selected through the OUTR TK XFR pushbutton. When selected ON, the outer tanks fuel transfer valves, outer and inner inlet valves are controlled OPEN. • For A330-200 only : With fuel in the center tank, both CTR TK pumps are running and the inner inlet valves are used independently to cycle their respective inner tank contents between underfull and high level (Underfull is set at approximately 2000 kg below high level). When the center tank is empty, the pumps are automatically shut off, and both inner inlet valves close. Jettison system (on A330-200 only) • The jettison pipe is connected to the refuel gallery in each wing. A dual actuator jettison valve is fitted. • Fuel is jettisoned from the centre and inner tanks simultaneously. All normal and STBY pumps are running and a forward transfer into center tank is initiated. • The aircraft weight will be reduced at a rate of not less than 70 tonnes/hour. • Jettison is stopped when : - the crew deselects the jettison pushbutton - both level sensors dedicated to jettison become dry - a signal from the FCMC indicates that the remaining fuel on board reaches a value previously defined by the crew via the FMGS MCDU (option : Preselection of gross weight after jettison). - sum of both inner quantity reaches 10 000 kg.


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Center of Gravity control band relative to operational flight envelope

CG control • Automatic CG control begins in climb at FL 255 and stops in descent at FL 245 or when FMGS time to destination is below 35 minutes (or 75 minutes if the trim tank transfer pump fails). • Aft transfer Aft transfer is terminated for example when computed CG = target CG - 0.5%, or when an inner tank reaches the low level. A330-200 Fuel for trim tank aft transfer is provided by the center tank when it contains fuel or by the inner tanks when the center tank is empty. • Forward transfer - Forward transfer is required for example when computed CG = target CG. - Fuel transfer from the trim tank to the inner tanks is performed by the trim tank forward transfer pump through the trim pipe isolation valve. - On the A330-200, forward transfer is directed to the center tank when it is not empty. - Forward transfer is terminated when computed CG = target CG - 0.5%.


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Control and indication • No crew action is required for normal operation except initiation and termination. • Indications : - fuel data (quantity, temperature) are available from a Fuel Quantity Indication (FQI) system - Fuel quantity is permanently displayed on upper ECAM DU - Fuel system synoptic on lower ECAM DU is displayed according to ECAM logic - low level warning is totally independent from FQI. • Abnormal operations : - Fuel feed sequence may be operated manually - cross-feed valve may be operated manually - forward and (some) inter tank transfers may be initiated manually - gravity feed is possible.


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Refueling • Two 2.5 inch couplings are installed in the leading edge of the right wing enabling all tanks to be filled from empty in 33 minutes. • An isolation valve is provided between couplings and the refueling gallery. • A refueling inlet valve is provided for each tank, allowing distribution to a diffuser to reduce turbulence and avoid electrostatic build-up. • An automatic refueling system controls the refuel valves to give preselected fuel load and correct distribution. • Refueling/defueling is controlled from an external panel, located in the fuselage fairing under the RH belly fairing, and can be carried out with battery power only. Optional : Refueling can be controlled from the cockpit • Gravity refueling can be achieved by overwing refueling points • Defueling is accomplished by means of fuel pumps and for the outer and trim tanks, via transfer valves. A330 engine controls FADEC • Thrust control is operated through Full Authority Digital Engine Control (FADEC) computers which : - command the engines to provide the power best suited to each flight phase - automatically provide all the associated protection required : • either in manual (thrust lever)


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• or in automatic (authothrust) with a fixed thrust lever. • Engine performance and safety improvement over current hydromechanical control system. Simplification of engine/aircraft communication architecture. Reduction of crew workload by means of automatic functions (starting, power management). Ease of on-wing maintenance. • The system design is fault-tolerant and fully duplicated, with ‘graceful degradation’ for minor failures (i.e. sensor failures may lose functions but not the total system). The engine shut-down rate resulting from FADEC failures will be at least as good as today’s latest hydromechanical systems with supervisory override. • FADEC also called Engine Control Unit (ECU for GE engines) or Engine Electronic Controller (EEC for PW and RR engines) is a fully redundant digital control system which provides complete engine management. Aircraft data used for engine management is transmitted to the FADEC by the Engine Interface Unit (EIU). Each engine is equipped with a fan-case-mounted FADEC supporting the following functions : - gas generator control - engine limit protection - engine automatic starting - engine manual starting - power management - engine data for cockpit indication - engine condition parameters - reverser control and feedback - fuel used computation - fuel recirculation control (RR engines) - FADEC cooling (RR engines)


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FADEC and EIU One FADEC located on the engine with dual redundant channels (active and standby) each having separate 115 VAC aircraft power sources to provide engine starting on ground and in flight. Additional features Dedicated FADEC alternator provides self power above : 12% N2 for GE engines 5% N2 for PW engines 8% N3 for RR engines - Dual redundancy for electrical input devices (ADIRS 1 + 2, TLAs, engine parameters). - Dual redundancy for electrical part of control actuator. - Simplex system for hydromechanical parts of the control. - Fault tolerance and fail-operational capability. - High level of protection against electromagnetic disturbance.


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- Interface between the FADEC system and the other aircraft systems mainly performed by the EIU through digital data buses. - One EIU per engine located in the avionics bay. - Care taken to preserve system segregation for safety and integrity. Thrust control system • Engine thrust control is provided by the FADEC 1 and 2 controlling engines 1 and 2 respectively. • Thrust selection is performed by means of : - thrust levers when in manual mode, - A/THR function of the FMGS when in automatic mode, but limited to the value corresponding to the thrust levers position. • Limit thrust parameters are computed by the FADEC. • Since there is no mechanization of the thrust levers (no servomotor) any thrust lever displacement must be performed manually. • According to the thrust lever position the FADEC computes : - thrust rating limit - N1* (EPR)** when in manual mode - N1* (EPR)** which can be achieved in automatic mode (A/THR). * for GE engines ** for PW, RR engines


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Indications on PFD : FMA • Following indications may appear on the PFD flight mode annunciator, in the upper left corner: (examples only) • ASYM: One thrust lever not in CL detent. • CLB: Flashing when aircraft is above thrust reduction altitude and thrust levers are not retarded to CL. • MCT: Flashing in case of engine failure if the non-affected thrust levers are not set at MCT. • A-FLOOR: When thrust is at MTO and an alpha-floor condition is encountered.

Thrust reverser • Reverser deployment selection is performed through conventional reverser controls. • Automatic maximum reverse power limitation versus ambient conditions with full aft throttle position. • Display of reverser status on ECAM upper DU. A330 Auxiliary Power Unit (APU) General principles • On ground, the APU makes the aircraft self-contained by : - providing bleed air for starting engines and for the air conditioning system - providing electrical power to supply the electrical system. • In flight, provision of back-up power for the electrical system, the air conditioning system and engine start.


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• The APU can be started using either dedicated battery, external power or normal aircraft supply. The normal flight envelope does not impose any limitations for starting except when batteries are supplying starting power. • The APU is automatically controlled by the Electronic Control Box (ECB) which acts as a FADEC for monitoring start and shut-down sequences, bleed air and speed/temperature regulation. • Control and displays are located : - on the overhead panel for APU normal operation and fire protection - on the ECAM for APU parameter display - on the external power control panel next to the nose landing gear - on the REFUEL/DEFUEL panel for APU shut-down.


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A330 Automatic Flight System


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OBRM (On-board Replaceable Modules) - Solid-state memory modules plugged into the front face of the computer. - Cost and logistic improvement for software changes. - Software change can be achieved in situ using a common replaceable module reprogrammer.

FMGS - AFS/FMS integration • Composed of two computers (FMGC) including a management part (FM), a flight guidance (FG) and a flight envelope part (FE), this pilot interactive system provides : - flight management for navigation, performance prediction and optimization, navigation radio tuning and information display management, - flight guidance for autopilot commands (to EFCS), flight director command bar inputs and thrust commands (to FADECs) - flight envelope and speed computation. • The FMGS offers two types of guidance achievable by AP/FD : - “managed” : guidance targets are automatically provided by the FMGS as a function of lateral and vertical flight plan data entered in the Multipurpose Control and Display Units (MCDU).


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- “selected” : guidance targets are selected by the pilot on the glareshield Fight Control Unit (FCU). Selected guidances mode always have priority over the managed guidance modes. FMGS Crew interface • Three MCDUs (only two at a time) on the central pedestal provide a long-term interface between the crew and the FMGCs in terms of : - flight plan definition and display - data insertion (speeds, weights, cruise level, etc.) - selection of specific functions (direct to, offset, secondary flight plan). • One FCU on the central glareshield provides a shortterm interface between the crew and the FMGCs. • Two thrust levers linked to the FMGCs and FADECs provide autothrust or manual thrust control selection to the crew. • Two PFDs and two NDs provide visual interface with flight management and guidance-related data such as : on PFD : - FMGS guidance targets - armed and active modes - system engagement status on ND : - flight plan presentation - aircraft position and flight path - navigation items (radio aids, wind).


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AP/FD modes Guidance Managed mode Selected mode Available modes Mode engagement (or arming as long as engagement conditions are not met). - By pushbutton action (located on the FCU) LOC - APPR - ALT, AP1 - AP2 - A/THR. - By action on the thrust levers. On the ground, setting the thrust levers to the TO/GA or FLEX/TO detents leads to AP/FD mode engagement (SRS/RWY). During approach, setting the thrust levers to TO/GA engages go-around mode. - By action on the FCU selection knobs (speed selection knob, HDG/TRK selection knob, altitude selection knob, V/S-FPA selection knob). • Push action engages managed mode • Pull action engages selected mode - e.g speed or Mach selected mode pushed in flight engages managed speed profile (usually ECON).


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AP/FD operation • The aircraft can be operated in ‘selected guidance’ with flight references selected by the crew, or in ‘managed guidance’ with references computed by the system. • If the AP/FD controls a vertical trajectory the A/THR controls the target SPEED/MACH. If the AP/FD controls a target speed, the A/THR controls the thrust. • Selected guidance always has priority over managed guidance, which means that the PF may select a speed, lateral or vertical path at any time; actions are acknowledged on the FCU itself and on the FMA (Flight Mode Annunciator). • Selected guidance or managed guidance is available for SPEED/MACH control, LATERAL guidance and LEVEL CHANGE execution. Lateral modes NAV : lateral navigation • Lateral track is defined by the FMGC according to the flight plan introduced in the system. LOC : LOC axis capture and track • LOC is armed if LOC pushbutton is pressed; LOC capture replaces NAV. HDG/TRK • Selection of HDG/TRK references is obtained by turning the dedicated switch located on the FCU.


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• HDG/TRK is engaged by pulling on lateral selector; HDG/TRK value can be selected before or after pull action. • Heading track preselection is possible on ground before take-off, in flight as from 30 ft height. Vertical modes Level changes [managed guidance (CLB, DES), selected guidance (OP CLB OP DES)]. • In CLB/DES modes vertical path is maintained as defined by the FMGC, taking into account the flight plan constraints inserted in the system at the clearance altitude selected on the FCU. • OP CLB (OP DES) mode allows the aircraft to climb or descend uninterrupted toward FCU selected altitude, maintaining a TARGET SPEED (managed or selected) with a fixed given thrust. ALT constraints are ignored. Altitude hold • It is active if aircraft reaches FCU altitude, intermediate flight plan altitude constraints when ALT pushbutton is depressed on FCU or when V/S is set to zero. V/S/FPA • V/S/FPA is engaged by pulling on V/S/FPA selector. V/S or FPA value can be selected before or after a pull action. Common modes Approach • ILS available - GLIDE capture and track - FLARE - LAND - ROLL OUT • ILS not available, RNAV approach selected on MCDU : - LATERAL guidance on the F-PLN - VERTICAL guidance and descent allowed down to MDA. Take-off • SRS - with engines running V2 + 10 holding - with one engine out VA (1) holding if VA>V2 V2 holding if VA<V2. (1) VA = aircraft speed when the engine failure occurs. • RWY : - Track hold or LOC centerline hold. Go-around • SRS (as take-off). • GA TRK hold. AP/FD and A/THR mode relationship 1st case


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AP/FD pitch mode controls a vertical fligh path (V/S or G/S or FINAL) then A/THR mode will control the target speed/Mach. e.g. if AP/FD V/S mode is selected A/THR is in SPEED mode 2nd case AP/FD pitch mode controls the target speed/Mach then A/THR mode will control the thrust e.g. if AP/FD open CLB mode is selected A//THR is in THR CLB mode

AP/FD and A/THR SPD/MACH modes In SPD/MACH managed mode • Is engaged by pushing the FCU SPD selector knob. • AP/FD or A/THR holds the SPEED/MACH as provided by the FMS. • Speed preset for next flight phase is available by entering preset value on the MCDU ; speed preset becomes active at flight phase change. • Crossover altitude is automatically provided. SPD/MACH selected mode • Is engaged by pulling the FCU SPD selector knob. • Crossover altitude is automatically provided. • Manual SPD/MACH selection is available to the pilot via the SPD/MACH conversion push-button. AP/FD and A/THR SPD/MACH modes SPEED/MACH managed or selected may either be controlled by AP/FD pitch mode or A/THR mode.


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The reasons for this are as follows. • An AP/FD pitch mode may control a flight or an indicated airspeed - but not both at the same time. • Thus, if the pitch mode (elevator) controls a flight path, (G/S of V/S) the A/THR controls the IAS, but if the pitch mode controls a speed (OPEN CLB/OPEN DES) then the A/THR will control a thrust. Consequently, AP/FD pitch mode and A/THR are linked so that, if no AP/FD engaged, A/THR can be active in SPD/MACH mode

A/THR main features Each engine thrust is electrically controlled by the associated FADEC (FULL Authority Digital Engine Control) which is fully integrated in the autothrust system. The A/THR function is computed in the FMGC. The FADECs receive A/THR commands directly from the AFS via an ARINC 429 bus. Selection of thrust limit mode is obtained from the Thrust Lever Angle (TLA).


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A/THR mechanisation The thrust levers can only be moved manually by the pilot. Take-off Thrust mode selection - On ground TO limit mode is automatically selected at power up. - FLX/TO limit mode is selected by setting a FLX/TO temperature on the MCDU (TO page). Take-off is performed : - in limit mode, by manually setting the thrust lever to TO/GA detent. - in FLX/TO limit mode, by manually setting to FLX/TO/MCT detent. Notes : - In both cases, this manoeuvre also engages FD TO mode (SRS RWY if ILS selected). - The lowest FLX/TO thrust is limited to CL thrust. Cruise Thrust levers must be set : - to be CLB detent - to the MCT detent (engine failure case). - The A/THR modes become active according to AP/FD mode selection. Approach Thrust levers must be set to CLB (or MCT engine failure case) detent : - ATS SPD mode is active Go Around GA mode engagement is achieved by setting the thrust levers to TO/GA detent ;


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(A/THR armed ; GA thrust is applied via the FADEC). This maneuver also engages AP/FD GA mode. Alpha floor If the alpha floor function is activated, A/THR increases the thrust to the GA thrust limit. Flight envelope protection Flight envelope protection is achieved by generating maximum and minimum selectable speeds, windshear warning and stall warning. Also computed as part of this protection are the maneuvering speed and the flap and slat retraction speeds. The alpha-floor signal is computed by the flight control computers.


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Two FMGCs associated to two MCDUs provide a redundant configuration • Normal mode operation : dual mode - Each FMGC makes its own computation. - One FMGC is master - the other one is slave. - Both FMGCs are synchronized. - Both MCDUs act independently (entries are automatically transmitted on the other MCDU and applied to both FMGCs). • Independent mode - Automatically operative if mismatch occurs between FMGCs. - Independent operation of FMGC with associated MCDUs. (Data insertion and display related to the side concerned. - One FMGC remains master. • Single mode - One FMGC fails. - Either MCDU can be used to enter or display data related to the remaining FMGC.


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Lateral navigation • Position computation - Before flight, the three IRSs are aligned on airfield or gate position (manually or via database). - At take-off, the position is automatically updated to the runway threshold. - In flight, position updating is computed using radio navaids (DME, VOR, ILS and GPS when available). The FMGC position is a blend of IRS and radio position. On a medium-term basis the FM position will tend towards the radio position, if any drift occurs. • Navigation mode selection - If the aircraft is equipped with GPS primary, the FMGC uses the GPIRS position in priority (IRS-GPS mode). - if the GPIRS position is not available or if the aircraft is not equipped with GPS primary, depending upon availability of navaids and sensors, FMGC automatically uses the best navigation means to compute the most accurate position : IRS - DME/DME IRS - VOR/DME IRS - ILS/DME IRS only. • The FMGC position is associated with a high or low criterion which is based on an Estimated Position Error (EPE). This EPE depends upon the flying area (en route, terminal, approach) and is permanently compared to Airworthiness Authorities Accuracy Requirements (AAAR). If EPE > AAAR, then LOW is displayed on MCDU and the position must be cross-checked with raw data (ADF/VOR needles, DME reading). Each time HIGH (or LOW) reverts to LOW (or HIGH) the message NAV ACCUR DOWNGRAD (or UPGRAD) is displayed on NDs and MCDUs. Radio navigation Each FMGC tunes its own side radio navaids except when in single operation : - one VOR, one ILS, one ADF (if belonging to the F-PLN) and five DMEs may be auto tuned at the same time. - manual tuning always has priority over autotuning. - autotune priority rules are done according to FMGS logics; for example : • VOR autotune (frequency course) priority is : - manual tune - specified navaid for approach - radio position computation - display purpose logic.


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• Five DMEs can be scanned simultaneously - one DMEs for display purpose - two DMEs for radio position computation when in DME/DME mode - one DMEs for VOR/DME position computation when in VOR/DME mode - one DME is linked to ILS/DME.

Navigation and flight planning Navigation • Aircraft position determination. • Aircraft position referenced to the flight plan. • Automatic VOR/DME/ILS/ADF selection. • Automatic guidance along flight plan from take-off to approach. • IRS alignment. • Ground speed and wind computation. • Polar navigation. • Optimum radio and inertial sensor mixing.


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• Provision for GPS and MLS. Flight plan stringing • Flight plan definition by company route or city pair. • Departure and arrival procedures including associated speed/altitude/time constraints. • Standard flight plan revision (offset, DIR TO, holding pattern, alternate flight plan activation, etc.). • Additional flight plan revisions linked to long-range flights (DIR TO mechanization, AWY stringing). • Secondary flight plan creation similar to primary flight plan. • Definition of five cruising levels on the flight plan. • Extension of the data base capacity. Back-up NAV function • A back-up source of navigation is available in the MCDU 1 and the MCDU 2, to cover failure cases. • No data base is available in the MCDUs. The FM F-PLN is permanently downloaded in the MCDUs (from the FMS to which the MCDU is linked) and the back-up NAV is selectable on MCDU menu page if FM source is on ’normal’ position. • The following features are provided. - Lateral revision using : . ‘direct to’ (DIR TO) modification . clearing of discontinuity . waypoint deletion . waypoint lat/long definition and insertion. - F-PLN automatic sequencing. - Track and distance computation between waypoints. - IRS position using one ADIRS (onside or ADIRS 3, according to pilot selection). - F-PLN display on ND with crosstrack error. Flight plan aspects • Flight plan optimisation through the performance database : - optimum speeds. - optimum and maximum recommended altitudes. - optimum step climb. The computation are based on : - flight conditions (multiple cruise levels, weights, center of gravity, meteorological data). - cost index given by the airline. - speed entered on the FCU or given in the flight plan. • Performance predictions :


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- time, altitude, speed at all waypoints. - estimated time of arrival, distance to destination. - estimated fuel on board at destination. - energy circle. • Advisory functions : - fuel planning. - optimum altitude and step climb. - time/distance/EFOB to en route diversion airfields. • Fuel vertical guidance related to flight plan predictions, from initial climb to approach. Vertical profile • Take-off SRS control law maintains V2 + 10 up to thrust reduction altitude where max climb thrust is applied. V2 + 10 is held up to acceleration altitude (ACC ALT). • Climb Energy sharing is applied for acceleration (70% thrust) and for altitude (30% thrust) from ACC ALT up to first climb speed. Max climb thrust is kept - altitude and speed constraints are taken into account. • CRZ Steps may exist and/or may be inserted. • Descent Top of Descent (T/D) is provided on ND. From T/D down to the highest altitude constraint, ECON descent speed is held by the elevator and IDLE thrust by the A/THR. If this status can no longer be held or maintained, geometric segments will be followed between the constraints. • Approach From DECEL point, a deceleration allows configuration changes in level flight. Approach phase is planned to reach approach speed at 1000 ft above ground level.


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Environmental control system

Air conditioning The hot compressed air is cooled, conditioned and delivered to the fuselage compartments and then discharged overboard through two outflow valves. Fresh air can also be supplied to the distribution system through two low-pressure ground connections. A ram air inlet supplies emergency air to fuselage if there is a complete failure of the air generation system during flight. A mixing manifold, mixes fresh air with cabin air. The cabin air that enters the underfloor area, is drawn through recirculation filters by fans. The recirculation fans then blow the air through check valves to the mixing manifold. The flight deck is supplied by fresh air only. Hot bleed air is tapped downstream of the pack valves. The air flows through two hot air valves which control the pressure of the hot trim air going into two hot air manifolds. To control the temperature in the different


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upper deck zones, the quantity of trim air added is controlled through the cockpit and cabin temperature control system. Hot air is delivered to the air supply ducts through the related zone trim air valves. The trim air valves are controlled through the temperature requirements of each zone and duplicated for cabin zone flexibility. The trim air system has several features to ensure that no substantial comfort degradation occurs in case of trim air valve or hot air valve failure ; a hot cross-bleed valve is installed between the two hot air manifolds and will open to maintain trim air supply to all riser ducts in the event of hot air failure (blocked closed). Moreover, in the event of trim air valve failure (blocked open) and/or duct overheat, as the shut-off valve is normally closed and there are two riser ducts per cabin zone, only half of each zone will lose its trim air supply. The flight deck is permanently supplied by a constant restricted trim air flow in addition to the normal controlled trim air supply.

Pneumatic • Pressurized air is supplied for air conditioning, air starting, wing anti-ice, water pressurization and hydraulic reservoir pressurization. • System operation is electrically by Bleed Monitoring Computers (BMC), and is pneumatically controlled.


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• A leak detection system is provided to detect any overheating in the vicinity of the hot air ducts.


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Ventilation • Avionics ventilation Provides ventilation and cooling of avionics and electronic equipment under digital control (AEVC) and without any crew intervention. • Cabin fans provide air blown to the avionics compartment. • Extract fan (continuously on) blows air through the overboard valve (on ground), or the under-floor valve (in flight). • Manual control opens the overboard valve (fan failure or smoke removal). • Pack bay ventilation Provided to maintain a mean temperature compatible with the structure constraints. In flight, air is fed from outside through a NACA air inlet. On ground, air is blown by a turbofan which is carried out by the air bleed system. • Battery ventilation Provided by ambient air being drawn around the batteries and then vented directly outboard via a venturi. • Lavatory and galley ventilation Provided by ambient cabin air extracted by a fan and exhausted near the outflow valves.


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Pressurization • The pressurization control system operates fully automatically. • Dual system with automatic switchover after failure. Alternative use for each flight. Two outflow valves are operated by one of three independent electric motors. Two of these are associated with automatic controllers. • In normal operation, cabin altitude and rate of change are automatically controlled from FMGC flight plan data : - cruise flight level, landing field elevation, QNH - time to top of climb, time to landing. • In case of dual FMGC failure, the crew has to manually select the landing field elevation. The cabin altitude varies according to a preprogrammed law. • In case of failure of both pressurization system autocontrollers, the manual back-up mode is provided through the third outflow valve motor. Electronic instrument system


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General The Electronic Instrument System (EIS) performs a display function for: • flight operation. EFIS (Electronic Flight Instrument System) on each crew member instrument panel: - 1PFD (Primary Flight Display) - 1 ND (Navigation Display) • system operation. ECAM (Electronic Centralized Aircraft Monitor) On the centre instrument panel for both crew members: - 1 E/WD (Engine/Warning Display) - 1 SD (System Display) The crew remains in the INFORMATION/ACTION loop at all times and is able to CHECK and OVERRIDE the automation (if necessary).


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Architecture • Fully redundant EIS architecture Partitioned DMCs (three EFIS functions/three ECAM functions) to drive the six DUs. - Full reconfiguration capability. - Independence between EFIS and ECAM switching. • Benefits - Dispatchability. - No operational degradation when a DMC fails or some external computers fail (ADIRS, FWC, SDAC, etc.) Availability objectives • Departure with one DMC and one DU failed all functions remain available : - EFIS 1 - ECAM - EFIS 2 • After two failures (normal operation) or one failure (MEL operation) the following functions remain available: - EFIS 1 or 2


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- ECAM - Copy of remaining EFIS on the opposite side.


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A330 electronic instrument system - ECAM Arrangement • ECAM (EFIS) colour symbology - Warnings : RED for configuration or failure requiring immediate action. - Cautions : AMBER for configuration or failure requiring awareness but not immediate action. - Indications : GREEN for normal long-term operations. WHITE for titling and guiding remarks. BLUE for actions to be carried out or limitations. MAGENTA for particular messages, e.g. inhibitions. • ECAM displays arrangement Upper DU Lower DU - Engine primary indication - Aircraft system synoptic - Fuel quantity information diagram or status messages. - Slats/flaps position - Warning/Caution or Memo messages.


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Operating modes • Four modes of ECAM system pages presentation : NORMAL mode : automatic flight phase related mode : - MEMO on E/WD - most suitable system page on SD. MANUAL mode : use of the ECAM control panel ADVISORY mode : parameter trend monitoring FAILURE RELATED mode : - any of the system pages may be called-up on SD by pressing the corresponding selector keys of the ECAM control panel. - corresponding system page on SD with affected parameter pulsing. - Failure indication and abnormal/emergency procedures on E/WD - affected system synoptic on SD.


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The FWS performs (in real time) the computation and management of central warnings and cautions - Warning/caution hierarchical classification (level 3 : red warning, level 2 : amber caution, level 1 : simple caution) and priority rules. -Warning/caution inhibitions. - Operational failure categorization : independent failure, primary failure, secondary failure. • The FWS directly activates the crew attention getters (aural and visual) and uses the EIS (ECAM : E/WD and SD) to display the warning/caution messages. • The FWS also computes the MEMO information (presented on the E/WD) and performs an automatic radio height call-out function.


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Radio management and communication

Concept • Radio Management Panel (RMP) system provides : - crew control of all radio communication systems. - back-up to the two FMGCs for controlling all radio navigation systems. • Basic installation includes : - two RMPs on pedestal - a third RMP on overhead panel (not available for NAV back up). • The ATC transponder is tuned by a separate conventional control panel.


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Concept architecture Communications tuning Any communication receiver can be tuned from either of the three RMPs. Either RMP can take over from the other in the event of failure. Navigation tuning Three different operating modes exist : • Automatic tuning : VOR/DME, ILS and ADF are automatically controlled by the FMGC. • Manual tuning : for selection of a specific frequency through the FMGC MCDU which overrides the automatic function of the FMGC. • Back-up tuning : when both FMGCs are inoperative, any NAV receiver may be tuned by the crew from RMP 1 or 2. When one FMGC is inoperative, the remaining one controls all receivers.


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COMM - Audio system The audio integrating system provides the management of all audio signals produced by feeding the radio communications, radio navigation and interphone systems: • Basic installation includes: - three Audio Control Panels (ACP) - two on pedestal, one on overhead panel. - one Audio Management Unit (AMU) in avionics bay. - one SELCAL code selector in avionics bay. • Provision exists for supplementary ACPs. • All selections and volume adjustments are carried out by the crew through ACPs. • All ACPs are fitted for maximum capacity (three VHF, two HF, public address, calls, two VOR, two ADF, ILS and provision for MLS). • Each ACP and associated AMU electronic card are fully independent and microprocessor controlled. • Optional: The Satellite Communication (SATCOM) system allows the exchange of information between the ground station and the aircraft (technical information, voice transmission) via satellites.

SECTION: 8 SERVICE & MAINTENANCE

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Aircraft will be serviced IAW WestWind A330-200 Aircraft Service Manual.

BIBOLOGRAPHY

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1 Information based on chart published by Airbus Industries: http://www.airbus.com/en/aircraftfamilies/a330a340/a330-200/specifications.html Chart was adjusted for US operations and Flightcraft model of the aircraft. 2 Image and information from Rolls-Royce http://www.rolls-royce.com/civil_aerospace/products/airlines/trent700/default.jsp 3 Information taken from study guides published by Airbusdriver.net. http://www.airbusdriver.net/ 4 Information as published by Airbus Panels checklist by Eric Marciano on: http://emarciano.free.fr/Doc_v22/index.htm 5 Information as published in the A330 Flight deck and systems briefing for pilots, AIRBUS 31707 Blagnac Cedex France Telephone 05 61 93 33 33 Airbus Industrie 1999

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